Electropneumatic brake.



W. V. TURNER. ELECTROPNEUMATIU BRAKE. APPLICATION FILED MAR. 20, 1905.

902,184. Patented Oct. 27,- 19 08.

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Hun/707g INVENTOR Ma ?W matic fluid pressure brake apparatus, wherevice, and thereby maintain the auxiliary rescitizen of the Uni-ted States, residing at VVil- .any time.

triple valve and brake cylinder, electrically 30' I means for supplying air to the auxiliary. resthe auxiliary a UNITED" s'rA'r s PATENT orrron.

- WALTER v. TURNER, or W'ILKINSBURG, PENNSYLVANIA, Assrenon 'ro THE WESTIN erronsn AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYL- VANIA.

ELEC'IIBOPNEUMATIC BRAKE,

Patented Oct. 27, 1908.

Application filed March 20, 1905. SerialNc. 250,989.

To all whom mag concern:

Be it known that I, WALTER V. TURNER, a

kinsburg, in the county of Allegheny and State of Pennsylvania, have invented a certain newand useful Improvement in Electropneumatic Brakes, of which the following is a specification.

This invention relates to automatic fluid pressure brakes for 'railwaycars, and has for its principal object to, provide additional electrically operated valve devices which are adapted to be applied to the standard autoby the brakes may be operated either electrically or pneumatically.

Another object is to provide means for supplying air under pressure to the auxiliary reservoir at the time that the brake is ap plied by the electrically operated valve deervoir constantly charged nearly to its normalmaximum degree of pressure in readiness for a pneumatic or emergency application at My invention comprises, in'addition to the usual standard automatic brake apparatus 1ncluding a train pipe, auxiliary reservoir,

operated valves for controlling the supply of air to the brake cylinder and the release therefrom, the release magnet valve being arranged to control the release through the exhaust port of the triple valve and preferably energized to close said exhaust when the brake is applied electrically. The triple net valve may be taken to the brake cylinder either directly or through the triple valve exhaust port.

Another feature ofmy invention comprises ervoii' to maintain the pressure therein at the time of the electric application, in which air is drawn from the auxiliary reservoir to the brake cylinder, and according to the preferred construction the motorrnans brake v valve is provided with a port for supplying air from the main reservoir through the feed valve to the train pipe and'thence through the usual feed groove of the triple valve to reservoir in the electricapplip positions of the brake valve,

cation and embodying my improvements; Fig. 2 a view partly ine-levation and partly in vertical section showing the auxiliary reservoir and triple valve device with the electrically operated valve mechanism connected thereto;

Fig. 3 a diagrammatic elevation showing a slightly modified form of connection; Figm 4 a diagram in plan, showing'the relative position of the ports and switch contact points in the running and electric release positiono'f" the motormans brake valve, the ports in the valve seat being indicated in light lines and the portsof the rotar valve in heavy lines; and Figs. 5 and 6 simil gr diagrams illustrating the electric lap position and the electric application position, respectively, of the brake valve.

As shown in Fig.1, the invention is illustrated as applied to a car or vehicle having a main reservoir 1, main reservoir pipe 2 leadingto the motormans brake valve 3 having feed valve device 4, train pipe 5, branch pipe 6,'triple valve device 7 connected-by pipe 10 with auxiliary reservoir 8, and brake cylinder 9, all of which may be of the usual standard construction. 1

The triple valve device, as 'shown in Fig. 2, r

is of the ordinary type, comprising piston chamber 17, piston 18, valve chamber 19, main slide valve 20, and graduating valve 21, service port 22 exhaust cavity 24, brake cylinder port 23 and passage 26 and exhaust port 25. In addition to this standard apparratus, I provide an electrically operated valve mechanism comprising application magnet 11 operating the valve .14 for controlling communication from the auxiliary reservoir to. the brake cylinder, either through pipe 13 and the exhaust port of the triple valve as indicated in Fig. 2, or directly through pipe i 13, as shown in 3, and release magnet 12 operating valve 15 for controlling the outlet from the brake cylinder through the exhaust ort 25 and pipe 13 to the atmos phere t rough port 16. l/Vhen the magnets are not energized the valve 14 is "normally closed and the .valve 15 normally open so that the brakes may be applied and released pneumatically in the usual way. The switch contact points for controlling the circuits to the magnet valves are refera-bly mounted on the motormans bra evalve 3, and are operatedby the movement of the brake-valve handle 35. As shown in Fig. I the contact bar 82 which moves with the brakevalve handle is connected with one pole of a battery, or other source of current, while the stationary contact points 33 and 34 are connected in the circuits leading to the release valve magnet and the application valve mag? port 29 leading to the feed valve device 4 and thence to the train pi e in the ordinary way, with the exception t at the opening to this port in the seat is made somewhatlonger than usual. The rotary valve is provided with a through port 30 adapted to register with either the train pipe port 27 in. full release position or with port 29 leading tothe feed valve in pneumatic running and all electric positions, and a cavity 31 for connectin the train pipe port 27- with the exhaust port. 28 in the pneumatic service and emergency positions in the usual manner.

- With the brake valve handle in running position, which is also electricrelease posi tion, as indicated it Figs. land 4, air under pressure from the main -reservoi'r flow s through ports 30 and 29, throughthe feed valve to the train pipe; and.thence through the usual feed groove of the triplevalve device to the auxiliar cylinder, and when the desired braking res- I the valve 15' opens to permitthe exhaustsure is attained the brake valve hand e is turned back to electric lap position, Fig. 5, in which the circuit to the application magnet 11 is broken, thereby closing valve 14, but the contact bar 82 still engages bar 33, thus maintaining the magnet 12- energized to hold the exhaust valve 15 closed. By turning the brake valve to running position, Fig. 4, the circuit to magnet. 12 is opened, whereupon from the brake cylinder to the atmosphere. The release may be checked at any time by turning the handle to lap position. manner the brake cylinder ressure may be graded up or down, at wiil. It will be noticed that in all the electric positions of the brake valve that the feed port is open reservoir, charging the same to the norma maximum degree of application valve for controlling the supp v oi air to the brake cylinder, and a norma In thisv through the feed valve to the train pipe and, as the electric application valve draws from the auxiliary reservoir to supply .-the brake cylinder, air flows from the main reservoir to the'train pipe and through the feed groove of the triple "valve to the auxiliary reservoir, thereby holding the triple valve in release p0- voir constantly recharged.

' In case of failure of the electric current at any time, the brakes may be controlled pneumatically in the usual way, the service osition of the brake valve in which the sma extension of cavity 31 registers with train pipe port 27 being beyond the electric positions,

-sition and" maintaining the auxilairy reseras is also pneumatic lap position, in which trem'e position, in. which the full cavity 31 registers with port27, thereby opening a large vent from the train pipe through the exhaust port 28 to the atmosphere for making a sudden reduction in train pipe pressure in the ordinary way. v

From the foregoing description','.it-will be apparent that I have provided a sim le and efficient. device, which maybe rea'c ily a plied to a standard automatic air bra 0 equipment, .whereby' the brakes may be controlled either electrically or pneumatically,

thereby securing the advantage of the quicker action and reater flexibility oithe electric system, whi e at the same time retaining the advantages of the automatic action and'cer tainty of operation of the pneumatic system. Having now described my invention, what I-claim as new and desire to secure by Let.- ters Patent is: Q i

1. In a'fluid pressure brake, the combination with a train pipe, reservoir, brake cylinder, and a pneumatically operatedfvalvedevice having an exhaust port, of an electrlic V y open electric release valve for controlling saidexhaust port.

2/. In a fluid pressure brake, the combina-.

tion' with a train pipe, auxiliary reservoir, triplevalve and brakeeylinder, of an appli- ,cation'magn et valve for supplying air to the brake cylinder, and a release magnet valve for controlling the exhaust from the triple valve.

3. In afluid pressure brake, the combina tion'with a train pipe, auxiliary reservoir,

triple valve and-brake cylinder, of an application magnet valve for supplying air from the auxiliary reservoir to the brake cylinder, and a' release ma net valve for controlling the triple valve ex iaust ort.

4. In a fluid pressure. rake, the combination with a train pipe, auxiliaryreservoir,

triple valve and'brake cylinder, of an application magnet valve for supplying air through the triple valve exhaust, port to the brake cylinder, and a release magnet valve for controlling the release through the triple 'valve'exhaust port.

, 5. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir,

.triple valve and brake cylinder, of an application magnet valve for controlling the supply of'air to the brake cylinder, a release magnet valve for controllin the release from the extion with a train pi e; auxiliary reservoir, triple valve and bra e cylinder, of electrically'actuated valve mechanism for controlling the supply of air from the auxiliary reservoir to the brake c linder, a separate electricallyoperated' va ve for controllin the release from the brake cylinder through the triple valve exhaust port, and means for suplying air to the auxiliary reservoir when the rakes are applied by the electrically actu' ated valve mechanism.

7. In 'a fluid pressure brake,-theco1nbination with a train pipe, auxiliary reservoir, triple valve and brake cylinder, of an application magnet valvefor controlling the sup- 1 ply of air from the auxiliary reservoir to the rake cylinder, a release magnet valve for controlling the triple valve exhaust switch and circuit connections for energizing both magnets simultaneously, and means for supplying air to the auxiliary reservoir when the brake is applied electrically.

8. In a fluid pressure brake, the combination with a train ipe, auxiliary reservoir, triple valve and bra e cylinder, of an electrically o erated valve for controlling the sup ly 0 air from the auxiliary reservoir to the hrake c linder, a separate electrically operated va ve for controlling the exhaust from the triple valve, and a brake valve having a switch for controlling said electric applica-v tion valve and a port for supplying air to the train pipe when the brake is applied electrically.

tion with a train pi e, auxiliary reservoir,

triple valve and bra e cylinder, of an electrically operated valve for controlling the supply of air from the auxiliary reservoir to the brake cylinder, a brake valve for operatport,

In a fluid pressure brake, the combinaing the brakes pneumatically, a switch actuated by the movement of the brake valve handle for controlling the electric a plieation valve, and a ort in said brakeva ve for supplying air to t e train pipe in electric appllcation and lap positions.

10. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a brake valve for controlling the brakes pneumatically and having an electric application position between the usual running position and the neuinatic service position, and an electrically operated valve for controlling the sup ly of air from the auxiliary reservoir to the rake cylinder.

11. In a fluid pressure brake, the combination with a maln reservoir, train pipe, and electrically operated valve hechanlsrn for controlling the sup )ly of air from the auxil-' iary reservoir to t 1e brake cylinder, of -.a brake valve having ports for opening communication from the mainreservoir to the train pipe in one position, and from the train pipe to the atmosphere in another position, and electric contacts actuated by the brake valve at an intermediate position for controlling the electrically operated valve.

12. In a fluid pressure brake, the combination with a main reservoir, train pipe auxil iary' reservoir, triple valve and brake cylinder, of an electrically operated valve for sulplying air from the auxiliary reservoir to t e hrake cylinder, a brake valve having a port for supplying'air from'the main reservoir to the train ipe in electric application position, and switc 1 contacts actuated by the movement of the brake valve to this position for controlling the electrically operated valve.

13. In a fluid pressure brake, the combination with a train ipe, reservoir, triple valve, and brake cylin er, of electrically operated valve means for controlling the supply of air to the brake cylinder, and normally open electrically o erated. release valve mechanism for eontro ling the triple valve exhaust.

III testimony whereof I have hereunto set my hand.

I WALTER V. TURNER.

Witnesses:

R. F. EMERY, J. B. MACDONALD. 

